training manual by oleg roud and danielle...

CESSNA 182 TRAINING MANUAL

CESSNA 182 Training Manual

ByOleg Roud and Danielle Bruckert

Red Sky Ventures and Memel CATS© 2006

Second Edition © 2011

by D. Bruckert & O. Roud © 2006 Page 1


Published by Red Sky Ventures and Memel CATSCreateSpace Paperback ISBN-13: 978-1463524128CreateSpace Paperback ISBN-10: 1463524129Lulu Paperback - ISBN 978-0-557-04524-2First Edition © 2008, This Edition © 2011

More information about these books and online orders available at:http://www.redskyventures.org

Other aircraft presently available in the Cessna Training Manual series are:Cessna 152, Cessna 172, Cessna 206, Cessna 210.

Contact the Authors:

D Bruckert O Roud

[email protected] [email protected]

PO Box 11288 Windhoek, Namibia PO Box 30421 Windhoek, Namibia

Red Sky Ventures Memel CATS

COPYRIGHT & DISCLAIMERAll rights reserved. No part of this manual may be reproduced for commercial use inany form or by any means without the prior written permission of the authors.

This Training Manual is intended to supplement information you receive from yourflight instructor during your type conversion training. It should be used for trainingand reference use only, and is not part of the Civil Aviation Authority or FAAapproved Aircraft Operating Manual or Pilot's Operating Handbook. While everyeffort has been made to ensure completeness and accuracy, should any conflictarise between this training manual and other operating handbooks, the approvedaircraft flight manuals or pilot's operating handbook should be used as finalreference. Information in this document is subject to change without notice anddoes not represent a commitment on the part of the authors, nor is it a completeand accurate specification of this product. The authors cannot accept responsibilityof any kind from the use of this material.

ACKNOWLEDGEMENTS: Peter Hartmann, Aviation Center, Windhoek: Supply of technical information,

maintenance manuals and CD's for authors research

Brenda Whittaker, Auckland New Zealand: Editor, Non Technical

Note: ENGLISH SPELLING has been used in this text, which differs slightly from thatused by Cessna. Differences in spelling have no bearing on interpretation.



Table of Contents

Terminology...................................................................................................6Conversion Factors..........................................................................................9Useful Formulas..............................................................................................9Pilot's Operating Handbook Information...........................................................10Introduction.................................................................................................12History.....................................................................................................12Development of the C182 ..........................................................................12Models and Differences ..............................................................................13

AIRCRAFT TECHNICAL INFORMATION..............................................................25General........................................................................................................25Airframe.......................................................................................................26Doors.......................................................................................................27

Flight Controls..............................................................................................29Elevator....................................................................................................29Ailerons....................................................................................................29Rudder.....................................................................................................30Trim.........................................................................................................35Flaps........................................................................................................37

Landing Gear................................................................................................42Shock Absorption.......................................................................................43Brakes......................................................................................................48Towing.....................................................................................................50

Engine & Engine Controls...............................................................................51Throttle....................................................................................................52Pitch Control.............................................................................................53Mixture.....................................................................................................54Engine Gauges..........................................................................................60Induction System and Carb. Heat.................................................................62Oil System................................................................................................63Ignition System.........................................................................................65Cooling System..........................................................................................67

Fuel System.................................................................................................69Fuel Selector ............................................................................................69Fuel Tanks and Fuel Caps............................................................................70Fuel Measuring and Indication.....................................................................70Priming System ........................................................................................71Fuel Venting..............................................................................................72Fuel Drains................................................................................................72Auxiliary Pump (C182S and C182T – fuel injected only)..................................73Operation with Low Fuel Levels....................................................................74

Electrical System...........................................................................................77Battery.....................................................................................................77Power Supply............................................................................................78External Power..........................................................................................78Electrical Equipment...................................................................................79



System Protection and Distribution..............................................................79Electric System Schematic..........................................................................81

Flight Instruments and Associated Systems......................................................83Vacuum System.........................................................................................83Pitot-Static System ...................................................................................85Stall Warning System.................................................................................87

Ancillary Systems..........................................................................................87Lighting System.........................................................................................87Cabin Heating and Ventilating System..........................................................88

Avionics.......................................................................................................89FLIGHT OPERATIONS.....................................................................................91Note on C182 POH ....................................................................................91

NORMAL PROCEDURES..................................................................................92Pre-Flight Check........................................................................................92Passenger Brief..........................................................................................98Starting and Warm-up. ..............................................................................98Engine Run-up.........................................................................................103Pre Takeoff Vital Actions...........................................................................104Takeoff...................................................................................................105After Takeoff...........................................................................................109Climb......................................................................................................110Cruise.....................................................................................................111Descent..................................................................................................113Approach and Landing .............................................................................114Balked Landing (Go Around)......................................................................117After Landing Checks................................................................................117Taxi and Shutdown...................................................................................118Circuit Pattern.........................................................................................118Engine Handling.......................................................................................122Note on Checks and Checklists...................................................................123

ABNORMAL AND EMERGENCY PROCEDURES...................................................125General...................................................................................................125Emergency During Takeoff .......................................................................125Gliding and Forced Landing.......................................................................126Engine Fire..............................................................................................128Electrical Fire...........................................................................................129Landing Gear Emergencies (RG model).......................................................130Stalling and Spinning................................................................................132Rough Running Engine..............................................................................132Magneto Faults........................................................................................132Spark Plug Faults.....................................................................................132Engine Driven Fuel Pump Failure (Fuel Injected Models)................................133Excessive Fuel Vapour (Fuel Injection Models).............................................133Abnormal Oil Pressure or Temperature.......................................................134

PERFORMANCE SPECIFICATIONS ..................................................................135Performance Graphs.................................................................................137Weight and Balance..................................................................................137

GROUND PLANNING ...................................................................................138



Navigation Planning..................................................................................138Cruise Performance..................................................................................139Fuel Planning Worksheet...........................................................................141Weight and Balance Calculation.................................................................142Loading Worksheet...................................................................................143Takeoff and Landing Performance Planning..................................................144

REVIEW QUESTIONS....................................................................................149



TerminologyAirspeed

KIAS Knots IndicatedAirspeed

Speed in knots as indicated on the airspeed indicator.

KCAS KnotsCalibratedAirspeed

KIAS corrected for instrument error. Note this error isoften negligible and CAS may be omitted fromcalculations.

KTAS Knots TrueAirspeed

KCAS corrected for density (altitude and temperature)error.

Va MaximumManoeuveringSpeed

The maximum speed for full or abrupt control inputs.

Vfe Maximum FlapExtended Speed

The highest speed permitted with flap extended.Indicated by the top of the white arc.

Vno MaximumStructuralCruising Speed

Sometimes referred to as “Normal operating range”Should not be exceeded except in smooth conditionsand only with caution. Indicated by the green arc.

Vne Never ExceedSpeed

Maximum speed permitted, exceeding will causestructural damage. Indicated by the upper red line.

Vs Stall Speed The minimum speed before loss of control in thenormal cruise configuration. Indicated by the bottom ofthe green arc. Sometimes referred to as minimum‘steady flight’ speed.

Vso Stall SpeedLandingConfiguration

The minimum speed before loss of control in thelanding configuration, at the most forward C of G*.Indicated by the bottom of the white arc.

Vx Best Angle ofClimb Speed

The speed which results in the maximum gain inaltitude for a given horizontal distance.

Vy Best Rate ofClimb Speed

The speed which results in the maximum gain inaltitude for a given time, indicated by the maximumrate of climb for the conditions on the VSI.

Vref ReferenceSpeed

The minimum safe approach speed, calculated as 1.3 x Vso.

Vr Rotation Speed The speed which rotation should be initiated.

Vat Barrier Speed The speed nominated to reach before the 50ft barrieror on reaching 50ft above the runway.

MaximumDemonstratedCrosswind

The maximum demonstrated crosswind during testing.

*forward centre of gravity gives a higher stall speed and so is used for certification



Meteorological Terms

OAT Outside AirTemperature

Free outside air temperature, or indicated outside airtemperature corrected for gauge, position and ram airerrors.

IOAT IndicatedOutside AirTemperature

Temperature indicated on the temperature gauge.

Standard Temperature

The temperature in the International Standardatmosphere for the associated level, and is 15 degreesCelsius at sea level decreased by two degrees every1000ft.

PressureAltitude

The altitude in the International Standard Atmospherewith a sea level.pressure of 1013 and a standard reduction of 1mb per30ft. Pressure Altitude would be observed with thealtimeter subscale set to 1013.

DensityAltitude

The altitude that the prevailing density would occur inthe International Standard Atmosphere, and can befound by correcting Pressure Altitude for temperaturedeviations.

Engine Terms

BHP Brake HorsePower

The power developed by the engine (actual poweravailable will have some transmission losses).

RPM Revolutions perMinute

Engine drive and propeller speed.

Static RPM The maximum RPM obtained during stationery fullthrottle operation

Weight and Balance Terms

Arm (momentarm)

The horizontal distance in inches from reference datumline to the centre of gravity of the item.

C of G Centre ofGravity

The point about which an aeroplane would balance if itwere possible to suspend it at that point. It is the masscentre of the aeroplane, or the theoretical point atwhich entire weight of the aeroplane is assumed to beconcentrated. It may be expressed in percent of MAC(mean aerodynamic chord) or in inches from thereference datum.

Centre ofGravity Limit

The specified forward and aft point beyond which theCG must not be located. The forward limit defines thecontrollability of aircraft and aft limits – stability of theaircraft.



Datum(referencedatum)

An imaginary vertical plane or line from which allmeasurements of arm are taken. The datum isestablished by the manufacturer.

Moment The product of the weight of an item multiplied by itsarm and expressed in inch-pounds. The total momentis the weight of the aeroplane multiplied by distancebetween the datum and the CG.

MZFW Maximum ZeroFuel Weight

The maximum permissible weight to prevent exceedingthe wing bending limits. This limit is not alwaysapplicable for aircraft with small fuel loads.

BEW Basic EmptyWeight

The weight of an empty aeroplane, includingpermanently installed equipment, fixed ballast, full oiland unusable fuel, and is that specified on the aircraftmass and balance documentation for each individualaircraft.

SEW Standard EmptyWeight

The basic empty weight of a standard aeroplane,specified in the POH, and is an average weight givenfor performance considerations and calculations.

OEW OperatingEmpty Weight

The weight of the aircraft with crew, unusable fuel, andoperational items (galley etc).

Payload The weight the aircraft can carry with the pilot and fuelon board.

MRW Maximum RampWeight

The maximum weight for ramp maneouvering, themaximum takeoff weight plus additional fuel for starttaxi and runup.

MTOW MaximumTakeoff Weight

The maximum permissible takeoff weight andsometimes called the maximum all up weight, landingweight is normally lower as allows for burn off andcarries shock loads on touchdown.

MLW MaximumLanding Weight

Maximum permissible weight for landing. Sometimesthis is the same as the takeoff weight for smalleraircraft.

Other

AFM Aircraft FlightManual

POH Pilot'sOperatingHandbook

PilotInformationManual

These terms are inter-changeable and refer to theapproved manufacturers handbook. Cessna most oftenuses the term Pilot's Operating Handbook, earlymanuals were called Owners Manual and legal textsoften use the term AFM.

A Pilot Information Manual is a new term, coined torefer to a POH or AFM which is not issued to a specificaircraft.



Conversion Factors

lbs to kg 1kg =2.204lbs kgs to lbs 1lb = .454kgs

USG to lt 1USG = 3.785Lt lt to USG 1lt = 0.264USG

lt to Imp Gal 1lt = 0.22 Imp G Imp.Gal to lt 1Imp G = 4.55lt

nm to km 1nm = 1.852km km to nm 1km = 0.54nm

nm to St.m to ft 1nm = 1.15stm 1nm = 6080ft

St.m to nm to ft 1 st.m = 0.87nm1 st.m =5280ft

feet to meters 1 FT = 0.3048 m meters to feet 1 m = 3.281 FT

inches to cm 1 inch = 2.54cm cm to inches 1cm = 0.394”

Hpa(mb) to “Hg 1mb = .029536” “ Hg to Hpa (mb) 1” = 33.8mb

AVGAS FUEL Volume / weight SG = 0.72

Litres Lt/kg kgs Litres lbs/lts Lbs

1.39 1 0.72 0.631 1 1.58

Wind Component per 10kts of Wind

deg 10 20 30 40 50 60 70 80

kts 2 3 5 6 8 9 9 10

Useful Formulas

Celsius (C) toFahrenheit (F)

C = 5/9 x(F-32),

F = Cx9/5+32

Pressure altitude (PA)PA = Altitude AMSL + 30 x (QNH-1013)

Memory aid – Subscale up/down altitude up/down

StandardTemperature (ST)

ST = 15 – 2 x PA/1000

ie. 2 degrees cooler per 1000ft altitude

Density altitude (DA) DA = PA +(-) 120ft/deg above (below) ST

i.e. 120Ft higher for every degree hotter than standard

Specific Gravity SG x volume in litres = weight in kgs



One in 60 rule 1 degree of arc ≅ 1nm at a radius of 60nm

i.e degrees of arc approximately equal length of arc ata radius of 60nm

Rate 1 Turn Radius R = GS/60/π ≅ GS/20

Rate 1 Turn BankAngle (Rule ofThumb)

Degrees of Bank ≅ G/S/10+7

Percent to fpm fpm ≅ % x G/S Or fpm = % x G/S x 1.013

Percent to Degrees TANGENT (degrees in radians) x100 = Gradient in %

INVERSE TANGENT (gradient in %/100) = Angle inRadians

Degrees to Radians Degrees x π / 180 = radians

Approximate Cosinefactors for angle indegrees

Cosine 60 = 0.5 (HWC); Sine 60 ≅ 0.9 (XWC)

Cosine 45 ≅ 0.7 = Sine 45 ≅ 0.7 (HWC&XWC)

Cosine 30 ≅ 0.9 (HWC); Sine 30 = 0.5 (XWC)

Memory Aid = Think about the sides of the trianglemade from the wind vector and the forward/aft andside components to determine which factor to use.

Gust factor

(Rule of Thumb)

Vat = Vref+1/2HWC + Gust

eg. Wind 20kts gusting 25 at 30 degrees to Runway:

Vat = Vref +0.5x18+5 = Vref+14,

If the Vref is 65kts, Vat should be 65+14 = 79kts

Pilot's Operating Handbook Information

The approved manufacturer's handbook, normally termed Pilot's OperatingHandbook (POH), Aircraft Flight Manual (AFM), or Owners Manual, is issued to aspecific model and serial number, and includes all applicable supplements andmodifications. It is legally required to be on board the aircraft during flight, and isthe master document for all flight information.

In 1975, the US General Aviation Manufacturer's Association introduced the 'GAMASpecification No. 1' format for the 'Pilot's Operating Handbook' (POH). This formatwas later adopted by ICAO in their Guidance Document 9516 in 1991, and is nowrequired for all newly certified light aircraft by ICAO member states. Most lightaircraft listed as built in 1976 or later, have provided Pilot's Operating Handbooks(POHs) in this format.



This format was designed for ergonomic purposes to enhance safety. It isrecommended that pilots become familiar with the order and contents of eachsection, as summarised in the table below.

Section 1 General Definitions and abbreviations

Section 2 Limitations Specific operating limits, placards and specifications

Section 3 Emergencies Complete descriptions of action in the event of anyemergency or non-normal situation

Section 4 NormalOperations

Complete descriptions of required actions for allnormal situations

Section 5 Performance Performance graphs, typically for stall speeds,airspeed calibration, cross wind calculation, takeoff,climb, cruise, and landing

Section 6 Weight andBalance

Loading specifications, limitations and loading graphsor tables

Section 7 SystemsDescriptions

Technical descriptions of aircraft systems, airframe,controls, fuel, engine, instruments, avionics and lightsetc.

Section 8 ServicingandMaintenance

Maintenance requirements, inspections, stowing, oilrequirements etc.

Section 9 Supplements Supplement sections follow the format above foradditional equipment or modification.

Section 10 SafetyInformation

General safety information and helpful operationalrecommendations which the manufacturer feels arepertinent to the operation of the aircraft

For use in ground training, or reference prior to flight, this text should be read inconjunction with the POH from on board the aircraft you are going to be flying.Even if you have a copy of a POH for the same model C182, the aircraft you areflying may have supplements for modifications and optional equipment which affectthe operational performance.

Early owners manuals for the C182 contain very little information, and it isrecommended for purposes of type transition training ground courses, to alsoreview manuals from a later models.



Introduction

This training manual provides technical and operational descriptions for the Cessna182 aircraft.

The information is intended as an instructional aid to assist with conversion trainingin conjunction with an approved training organisation and the POH from the aircraftyou will be flying. The text is arranged according to standard training syllabi forease of use and assimilation with training programs, rather than following the orderof a POH which is designed for ergonomic reference and in-flight use.

This material does not supersede, nor is it meant to substitute any of themanufacturer’s operation manuals. The material presented has been prepared fromthe basic design data obtained in the pilot's operating handbook and fromoperational experience.

History

The Cessna aircraft company has a long and rich history. Founder Clyde Cessnabuilt his first aeroplane in 1911, and taught himself to fly it!He went on to build a number of innovative aeroplanes, including several race andaward winning designs.

In 1934, Clyde's nephew, Dwane Wallace, fresh out of college, took over as head ofthe company. During the depression years Dwane acted as everything from floorsweeper to CEO, even personally flying company planes in air races (several ofwhich he won!). Under Wallace's leadership, the Cessna Aircraft Company eventually became themost successful general aviation company of all time.

Development of the C182

Due to it's versatility, load, and range, the Cessna 182 is one of the most popular 4seat light aircraft in the private and recreational market.

Approximately 23,000 C182s have been built to date, with the C182 still inproduction at the time of writing. The production began in 1965, spanning 50 yearswith a brief break between 1987 and 1996. It is the second most popular Cessnabuilt, after the Cessna 172 which dominates the training market.

The C182 began it's life as the tricycle conversion of the popular C180 tail wheelmodel, the first model very nearly resembling a C180 with the tail wheel removed.The name Skylane was first given to the C182A with deluxe options, and becamethe standard name later. Major changes to the airframe were made with the C182Cand C182E, both bringing about the transformation in appearance to the resemble



the modern day shape. Further changes throughout the series were mainly relatedto improvements in structure, systems, and fittings.

The Cessna 182 can be one of the safest and most rewarding aircraft that you mayfly, providing you receive proper training, know the aircraft well, and operateaccording to the manufacturers recommendations. In this respect, make sure youunderstand the systems thouroughly, abide by the limitations, and never attempt tooperate on or near the boundary of the aircraft's or your own limitation.

Models and Differences

As detailed on the previous page, the Cessna 182 model had a number of typevariants during its production history. Additionally there are a number of post-manufacture modifications available for the airframe, instruments/avionicsequipment and electrics.

Speeds often vary between models by one or two knots, sometimes more forsignificant type variants. Whenever maximum performance is required the speedswill also vary with weight, and density altitude. For simplification the speeds havebeen provided for the model C182 Skylane, which was produced in the largestnumbers.



All speeds have been converted to knots and rounded up to the nearest 5kts.Generally multiple provision of figures can lead to confusion for memory items andthis application is safer for practical use during conversion training.

During practical training reference should be made to the flight manual of theaeroplane you will be flying to ensure that the limitations applicable for thataeroplane are adhered to. Likewise when flying different models it should always beremembered that MAUW, flap limitations, engine limitations and speeds may varyfrom model to model. Before flying different models, particularly if maximumperformance is required, the AFM should be consulted to verify differences.

Model History

We provide the following information to outline significant differences from anoperational perspective. A detailed history is provided in the table following and insubsequent chapters.

C182The early model C182 had the same fuselage as the C180 (“straight back”), withoutthe rear window.

The main operational differences of the C182 are summarised here:

● manual flap lever and the limitation of 100mph (87kts) for all flap selections ● lower maximum all up weight (2550lbs)

Various minor airframe changes were made to gradually bring about the morecommonly known version of the C182 including:

● C182A Weight increased to 2650lbs;● C182C Third window on cabin, swept tail;● C182E Wrap around rear window, re-profiled cowlings, improved fairings,

electric flaps, weight increased to 2800lbs, flap limits increased to 110mph(95kts), optional 8-USGal fuel tanks;

●

The addition of the rear window, and swept tail, and later cowling and fairingmodifications were mainly responsible for the present appearance of the C182.

● C182L Preselect flap control, first 10 degrees increased to 160mph (140kts);● C182N Maximum takeoff weight increased to 2950lbs;● C182P Tubular steel undercarriage increasing landing weight to 2950lbs,

enlarged fin;● C182Q Maximum rpm reduced to 2400 with O-470U designed for 100/130

fuel, vernier mixture control standard, electrical system changed to 28V andbladder tanks replaced with integral tanks with a higher standard fuel capacityof 88USGal;



● C182R Takeoff weight increased to 3100, 20 degrees flap limit increased to120kts;

● C182S Fuel injection, first 10 degrees increased to 100kts, annunciator panel,or optional G1000 avionics;

● C182T G1000 avionics now standard equipment.

Major performance options were offered in the late 1970's including:

C182RG (R182), 1977-1986Retractable version of the Skylane, improved speed but added responsibility.

T182RG and T182, 1979-1986235hp turbo charged version, service ceiling 20,000 (with oxygen!), added power,added maintenance, increase in MAUW to 3100lbs.

When Cessna resumed production of it's single engine range in the 90's, a new andimproved C182S was available.

C182S, C182 T, T182T 1997 on If you are lucky enough to find one of these it is really a dream to operate. Afterthe recovery from public liability suits and the 80's recession, the C182 receivedupgraded systems and equipment to produce the same proven design with thelatest accessories and support.

Significant differences include: ● IO540 fuel injected engine, providing 230hp at 2400rpm; ● Full IFR avionics as standard installation including auto pilot; ● Warning and caution annunciator panel indications or optional G1000 avionics

suite;

The S and T have slightly lower load carrying capacity than earlier models duemainly to avionics installations, and the fuel injected system, although alleviatingcarburettor problems, can be quite complicated for the inexperienced pilot anddifferences training is highly recommended.

Reims F182Like all Reims productions we have to admit this model is also an excellent version.Only 169 aircraft were produced.

Significant differences include: ● Lower stall speeds, similar to STOL equipped C182s; ● Slightly higher cruise speeds;● Different airframe manufacturing processes.

Robertson STOL kitsAdditions of Robertson STOL Kits (Sierra Industries) to the C182 produceremarkable short field performance and stall speeds that approach that of a 152,however without any significant increase drag in the cruise. It is an impressive



modification, however must be taken carefully if you wish to use it to its limits. Careshould be taken at low speed where operating near the wrong side of the dragcurve, particularly when at MAUW and with high density altitudes.

Model History Versus Serial Number

Model Name Year StartingSerialNumber

Significant Changes

C182 1956 18233000 2550lbs maximum weight, Continental0470-L engine developing 230hp at2600rpm, 14V electrical system.

C182A Skylane fordeluxeversiononly

1957 18233843 2650lbs maximum weight, increasefrom 60 to 65USgal fuel capacity,useable fuel remains at 55USgal. Someminor improvements to the airframeand fittings including modifiedinstrument panel layout. Electrical fuelgagues and low voltage warning lightstandard.

1958 18234754-34999

Skylane name introduced for deluxemodel. Exhaust moved for improvedcooling, rudder linkages changed tobungee type, and improved instrumentlighting.

18251001

C182B 1959 18251557 Cowl flaps added.

C182C 1960 18252359 Tail fin and rudder changed to a swepttail shape and third cabin side windowadded on each side. Flush caps replacedwith standard raised grip fuel caps.Minor interior changes including plasticcontrol wheel grip, and major changesto fuselage and cowling designs toimprove maintenance.




Significant Changes

C182D 1961 18253008* The last of the 'straight back' models.The instrument panel layout improved,with the artificial horizon in a moredirect line of sight from the left seat.Cowling fastenings changed to quickrelease type. Pull starter replaced bykey starter.




Significant Changes

C182E 1962 18253599 Maximum weight increased to 2800lbs Optional 84 USG tank (80 USG useable)Cut down rear fuselage and added"omni-vision" wraparound rear window,flap limit increased on all stages from100mph to 110mph (95kts), manualflap replaced by electric flap with atoggle switch and indicator. Pullcontactor master switch change to arocker type. Engine changed to 0470-R.

C182F C182 or Skylane

1963 18254424 Optional autopilot available. Improvedoverhead instrument lighting.

C182G 1964 18255059 One piece rear window fitted, aft cabinwindows enlarged.

C182H 1965 55845 Pointed spinner replaces rounded shape.Horizontal stabiliser and elevator widthincreased. One piece front windshield.

C182J 1966 56685 Rotary door latches fitted, larger cowlaccess panel provided for easiermaintenance.




Significant Changes

C182K 1967 57626 An alternator replaces the generator forelectrical power supply.

C182L 1968 58506 Flap toggle switch replaced by a “pre-select” lever and floating arm indicator,flap limiting speed on first 10 degreesincreased to 160mph (140kts). AHmoved to central position, to resemblelater more ergonomic instrument panelconfigurations. Sump fuel stainer controlmoved from instrument panel to besideoil dipstick.

A182J ArgentineC182

1966 A182-001 Argentinian built C182.

A182K 1967 A182-057

A182L 1968 A182-097 on

C182M C182 or Skylane

1969 18259306 Generator output increased to 60 Amps.

C182N 1970 18260056 Maximum takeoff weight increased to2950lbs, landing weight remains2800lbs. Split rocker master switchinstalled to isolate battery fromalternator.

C182N 1971 18260446 Shoulder harnesses standard in frontseats, 80lbs baggage permitted in aftcompartment, total still 120lbs.

C182P C182 or Skylane

1972 18260826 Flat spring steel main landing gearstruts replaced with tubular steel.Landing weight increased to 2950lbs tomatch takeoff weight. Baggage in aftcompartment now total 200lbs (120 inforward part and 80 in aft part ofcompartment). Landing lights shiftedfrom wing to nose cowling. Enginegauge markings relabelled with arcs forimproved ergonomics. High voltagesensor and 'High Voltage' warning lightreplaces the generator warning light.

1973 18261426 Factory installed avionics upgraded from100 channel to 200 channel.

1974 18262466 Door handles now close flush witharmrest in locked position.



Model Name Year Starting Serial Number

Significant Changes

1975 18263476 Engine changed to O-470-S. Improved cowling and fairing design increases reported cruise speed approximately 5kts. Lower profile glareshield.

C182 Skylane only

1976 18264296 Airspeed indicator changed from mph to kts, flap limit placards converted from 110mph to 95kts. Optional electric trim.

F182P Reims 1976 F1820001-F1820025

Built by Reims in France

A182M Argentine C182

1969 Not assigned Argentinian models.A182N 1970 A1820117-

A182136A182N 1971 Not assignedA182N 1972 Not assignedA182N AMC182 1973 A1820137-

A182146

A182N 1974-1976

Not assigned

C182Q Skylane or Skylane II

1977 18265176-18265965

Changed to Avgas 100/130 engine design with Continental O-470-U, developing 230hp at 2400rpm, maximum rpm reduced primarily for noise, but also a reported improved climb performance. Vernier mixture control now standard.

C182Q 1978 18265966-18266590 &18263479

Electrical system changed from 14 to 28 Volts, battery capacity 24V, 12.75 or 15.5 amp-hr. Engine configured for Avgas 100LL/100. Avionics master switch installed. Window latch redesigned to sit flush with window indent.

C182Q 1979 18266591-18267300

Integral fuel tank replaces bladder tank and capacity increased to 92USgal, 88USgal usable. Alternator control unit changed to integral unit, and 'HIGH VOLTAGE' warning light relabelled 'LOW VOLTAGE'.




Significant Changes

C182Q 1980 18267301,18267302-18267715

New audio panel with marker beacons.A pull type alternator circuit breakerfitted.

F182P Reims/CessnaSkylane/II

1977 F18200026-F18200064

Built by Reims in France.

F182Q F Skylane 1978 F18200065-F18200094

F182Q F SkylaneII

1979 F18200095-F18200129

F182Q 1980 F18200130-F18200169

C182R/T182

Skylane orTurboSkylane/Skylane IIorTurboSkylane II/Skylane or TurboSkylane-WithValueGroup A

1981 18267716-18268055&18267302

Maximum weight increased to 3100lbsfor takeoff, landing weight remains2950lbs. Introduction of optional turbo-charged engine with designator T182.Door latch redesigned to include anupper latching pin.

1982 118268056

1983 18268294 Low Vacuum warning light fitted, flapspeed for 20 degrees increased to120kts.

1984 18268369 Rear shoulder harnesses standard.

1985 18268434

1986 18268542-18268586

R182/TR182

SkylaneRG

1978-1986

R18200002-R18202039

Retractable version and turboretractable version, with Lycoming O-540-J3C5D, 235hp at 2400rpm.

Note 1: Unlike most Cessna's which have the suffic RG to designate retractable,Cessna termed the retractable version of the Cessna 182 “R182”, unfortunatelythis is easily confused with the C182R and also can be confused with terminologyused to designate the C172 military and Hawk XP version - “R172” which is notretractable. In this text the term C182RG has been used to refer to the retractableversion to avoid confusion.




Significant Changes

182S Skylane 1997-2001

18280001 Engine changed to Lycoming IO-540-AB1A5, fuel injected, 230hp at2400rpm, dual vacuum system,annunciator panel or optional G1000avionics. Maximum ramp weightincreased to 3110Lbs, takeoff andlanding remain unchanged. First 10degrees flap limit increased to 100kts.

182T Skylane 2001on

18280945 Minor modifications to engine cowling,wheel fairings and step. G1000 avionicsnow standard equipment.

T182T Skylane TC 2001on

T18208001 Lycoming TIO540-AK1A, turbo, fuelinjected, 235hp at 2400rpm, 4 placeoxygen system.

Note 2: The designator T182/TR182 was given to models from 1978 on whichwere fitted with a turbocharger, again this should not be confused with the laterdesign C182T which is normally aspirated.

Common Modifications TableThere are over 500 STCs on the C182, it would not be useful to list them all here.This table attempts to identify a few of the more commonly used and more widelybeneficial modifications available.

TYPE NAME and

MANUFACTURER

DIFFERENCES and FEATURES

Any Air ResearchTechnology Inc STOLkit

Increases weight to 2950, useful on older models,extends the wing by 37 inches, which alsoincreases performance.

Any Ski's/Floats(Various)

C182s (unlike the less suitable C172)unfortunately never had a factory float planeoption available, however a number of STC's areavailable for full conversion to seaplane operation.

Flight Bonus speedkit (available fromHorton STOLcraft)

Reported to improve cruise speed 12-18kts.

Any Drag reduction kits(Various)

Various – normally involving speed fairings toreduce form drag, there are various drag reductionkits available to improve cruise speeds.



TYPE NAME and

MANUFACTURER

DIFFERENCES and FEATURES

Engine Modifications,(Various)

Various engine refits are available, the mostcommon being the IO470, IO520, and IO550engines, for improved performance. All these alsobeing fuel injected, additionally addresscarburettor and carb-ice issues.

Any Horton STOL Tip and wing surface modifications to permit lowerstall speed, take-off and landing speeds and thuslower distances.

Any Robertson STOL Increased lift, more speed, added stability, andlower stall speed, take-off and landing speeds anddistances.

Any Vortex Generators(Micro Aerodynamics)

Reduction in surface drag and induced drag,improving boundary layer adherence, anddecreasing stall speed, improved performance.

Note: All manufacturers of performance related modifications will have fullinformation available on the increases projected from the kit, in terms of speed,takeoff and landing, fuel burn, and climb enhancements. It is recommended thatthese figures be reviewed carefully in terms of desire attributes. Aircraft fitted with performance modifications must have POH supplementsindicating difference – these supplements must referred to in the relevant mainsections of the POH where applicable.

Any Low Fuel WarningSystem,O & N AircraftModifications

Warns when fuel remaining is less thanapproximately 7USGal for older models (restartshave a low fuel warning system).

Any Fuel Cap Monarch Air Umbrella style fuel caps which fix problems withleaks, predominantly occurring in older flushmounted caps, (available for most Cessna types)

1956-76enginesonly

Autogas modification,Various

Engine modification to permit operation on autogas(available to engines were certified for operationwith 80/87 octane, 1976 and prior). There is anincreased tendency for carb icing and fuelvaporisation, and a slight power reduction, butAutogas can provide much lower costs andconvenience in many countries



Early Model Straight-back/no Swept Tail C182

C182RG Skylane with Rear Window



AIRCRAFT TECHNICAL INFORMATION

GeneralThe Cessna 182 aeroplane is a single engine, four seat, high wing monoplaneaircraft, equipped with tricycle landing gear, and is designed for general utilitypurposes.



Airframe

The airframe is a conventional design similar to other Cessna aircraft you mayhave flown (for example the C152, C172).

The construction is a semi-monocoque type consisting of formed sheet metalbulkheads, stringers and stressed skin.

Semi-monocoque construction is a light framework covered by skin that carriesmuch of the stress. It is a combination of the best features of a strut-typestructure, in which the internal framework carries almost all of the stress, and thepure monocoque where all stress is carried by the skin.

The fuselage forms the main body of the aircraft to which the wings, tail section andundercarriage are attached. The main structural features are:

� Front and rear carry through spars for wing attachment;� A bulkhead and forgings for landing gear attachment;� A bulkhead and attaching plates for strut mounting; � Four stringers for engine mounting attached to the forward door posts.

The wings are all metal, semi-cantilever type with struts spanning the inner sectionof the wing. The wings contain either bladder or integral ie. non bladder type fueltanks depending on the model as detailed in the picture below.



Engine & Engine Controls

The aeroplane is powered by a flat 6 cylinder horizontally opposed piston engine.

C182 models prior to 1977 are equipped with the 230hp Continental 0-470 Series(L, R, S), carburettor equipped, normally aspirated engine, producing at sea levelmaximum continuous power of 230hp at 2600rpm.

The C182Q was fitted with a Continental O-470-U developing 230hp at 2400rpm,with the change to 100 Octane Avgas (100/130, and later 100LL/100).

The R182 (Skylane RG) retractable version was fitted with a Lycoming O-540 (J,L),developing 235hp at 2400rpm.

After beginning production in 1996 later models were fitted with fuel injectedLycoming IO-540-A engine, developing 230hp at 2400rpm.

The propeller is a two-bladed, constant speed, aluminium alloy McCauley propeller.The propeller is approximately 2m (6'10” metres) in diameter. Optional three blade installations are available for some models.



Engine Controls

The engine control and monitoring consistsof: � Throttle control; � Propeller pitch control;� Mixture control; � Carb. Heat selector;� Fuel flow indicators (Fuel injected

models – C182S on);� Engine monitoring gauges:

● Manifold pressure gauge;● Tachometer;● Oil temperature and pressure;● Cylinder Head Temperature;● Annunciator panel (C182S);

� Some optional equipment includes:● Carburettor heat indicator; ● Exhaust Gas Temperature; ● Individual cylinder CHT/EGT indicators;● G1000 engine instrumentation (C182S on).

Throttle

Engine power is controlled by a throttle, located on the lower centre portion of theinstrument panel. The throttle controls a throttle valve (or butterfly) – an oval metal disc pivoted on acentral spindle that is perpendicular to the axis of the carburettor’s manifold. Theclosed position of the valve is when the disc is rotated to an angle of about 70° tothe axis of the manifold, preventing all but enough fuel/air for idling to pass throughthe manifold. When the valve is rotated to a position parallel to the axis of themanifold it offers very little restriction to airflow. This is the fully open position ofthe valve providing maximum fuel/air mixture to the manifold. The picture belowshows a carburettor in the open and closed positions of the throttle butterfly.

Throttle in Open Position Throttle in Closed Position



Fuel System

Fuel is supplied to the engine from two wing fuel tanks.

The approximate usable fuel capacity in the C182 series is: � C182 to C182D - 55 US gallon (225 litres) standard bladder wing

tanks; � C182E to C182Q - 60 US gallon (225 litres) standard bladder wing

tanks; � C182E-C182Q - 75 or 80 US gallon (285 or 300 litres) optional long

range bladder wing tanks. � C182Q on - 88 US gallon (330 litres) standard integral tanks

From these tanks, fuel flows by gravity feed through to the four position fuel shut-off valve and the fuel strainer, manual primer to the carburettor.

The amount of fuel we can put into fuel tanks is limited by the volume of the tanks,and therefore usable fuel is always provided in volume, such as gallons and litres. However, the carburettor and engine are only sensitive to the mass of fuel, and notto the volume. The engine will consume a certain mass (lbs or kgs) of fuel per hour.Fuel has a wide variation in specific gravity (weight of fuel per volume) mostlydepending on temperature and type of fuel. For practical purposes the specificgravity of Avgas is taken as 0.72 kgs/lt or 6 lbs/US gallon, but in reality this figureis only accurate for a limited range of temperatures, the density at -40 °C is 0.77kgs/lt 6.40 lbs/US gallon and thereafter decreases by approximately 0.5% per 5 °C(9 °F) increase in temperature.

The change in density can have a noticeable affect when fueling, tanks subjected toa temperature change after being filled can be found overflowing or not quite full,depending on whether there was an increase or decrease in temperature.

The variations in specific gravity of fuel will have a significant effect on the mass offuel in the tanks for a specific volume, and therefore also on the range andendurance. For these reasons it is of vital importance to always include acontingency calculation when working out the fuel required.

Fuel Selector

The fuel valve is located on the floor of the cockpit between the pilot and co-pilotseats. The valve has four positions: LEFT, BOTH, RIGHT and OFF. With the valve in the BOTH position, fuel flows from both left and right tanks,through a strainer to the carburettor.

The BOTH position must be selected for takeoff and landing as this ensures the fuelsupply is not interrupted if one tank sump is uncovered during manoeuvring.



LEFT or RIGHT may be selected during level flight to restore imbalances. Unevendraining normally occurs regardless of aircraft balance because of the ventingsystem, more fuel being used from the vented tank, see more below on fuelventing.

When parked the fuel should be selected to OFF or the lower tank. If the fuel is lefton BOTH fuel will drain by gravity through the fuel selector or vent line to the lowertank resulting in imbalance, and a possible loss of fuel, see more below under fuelvents.

Fuel Tanks and Fuel Caps

Some of the early model C182's, 1978 and earlier, are fitted with bladder tanks.That is the tank consists of a rubber bladder, glued fitted inside with wing, insteadof the later integral type, which are a solid construction and incorporated into thewing structure.

The disadvantage with bladder tanks it they have a tendency to develop wrinklesand trap water in folds as the glue perishes with time. If this occurs even thoughthe tanks have been drained there may be still water present. Shaking the wings toensure water is dislodged from creases and draining again after settling isrecommended, especially if the aeroplane has been standing outside overnight inmoist or wet weather. Bladder tanks are also subject to perishing over time, andmay develop leaks – evident by coloured stains from the fuel dye (blue or green)around the wing root, or small pieces of black rubber may appear in the fuelsample. These symptoms can also be caused by dislodged or perishing fuel drainseals. Both situations need to be checked out by an approved maintenanceorganisation.

The 1956-1959 models are additionally more susceptible to moisture intake due totheir retaining the original flush style fuel caps. These caps have a small indentwhere water may collect and seep through the vent. Although these caps wereoriginally fitted by Cessna, it is recommended they are replaced with the umbrellastyle caps which are lease susceptible to fuel leakage, and many aircraft have hadthem replaced. Be aware if you are operating an aircraft with the flush type of capfitted, especially if the aircraft has been standing or subject to wet conditions.

Fuel Measuring and Indication

Fuel quantity is measured by two float-type fuel quantity transmitters (one in eachtank), and indicated by two electrically-operated fuel quantity indicators on thelower left portion of the instrument panel.

The full position of float produces a minimum resistance through transmitter,permitting maximum current flow through the fuel quantity indicator and maximumpointer deflection.



NORMAL PROCEDURES

Pre-Flight Check

The preflight inspection should be done in anticlockwise direction as indicated in theflight manual, beginning with the interior inspection.

(1) Cabin Ensure the required documents (certificate of airworthiness, maintenance release,radio license, weight and balance, flight folio, flight manual, and any other flightspecific) are on board and valid. Perform a visual inspection of the panel from rightto left to ensure all instruments and equipment are in order. If night flight is planned ensure internal lights are operational.



Exterior Inspection

Visually check the aircraft for general condition during the walk-around inspection,ensuring all surfaces are sound and no signs of structural damage, worked rivets,missing screws, lock wires or loose connections.

If night flight is planned ensure all required lights are operational and crew torch iscarried by each crew member.

(2) Tail Section

Check top, bottom, and side surfacesfor any damage, balance weightssecure.Rudder, elevator, and elevator trimsecure and undamaged, linkages free,full and free movement of control.Linkage and turnbuckles secure, freeof obstruction, lock wires in place. Elevator and horn balance weightssecure. Beacon, aerials and rear navigationlight undamaged and secure.

(3) Right Wing

Check top, bottom, and side surfaces forany damage. Ensure flap does not retract if pushed,flap rollers allow small amount of play indown position. Check for damage to surface and flaptracks, freedom of operating linkage andsecurity of all fastenings.Check for damage to aileron surface andsecurity of all hinges, lock-wires andflutter weights. Check condition, securityand colour of navigation light.Check condition and security of fairingand strut.



Check static vent clear and free of anyblockage (dual fitted).

Check for security, condition of strut andtyre. Check tyre for wear, cuts, bruises, andslippage. Recommended tyre pressure shouldbe maintained. Remember, that any drop intemperature of air inside a tyre causes acorresponding drop in air pressure.

Check for security, condition of hydrauliclines, disc brake and all nuts.

Use sampler cup and drain a small quantity of fuel from tank sump quick-drainvalve to check for water, sediment and proper fuel grade.

Check top and bottom wing surfaces forany damage or accumulations on wing.Ice or excessive dirt must be removedbefore flight.

Ensure all aerials are secure andundamaged.

Check the desired fuel level visually usinga suitable calibrated dipstick.

After checking the fuel. Ensure that fuelcap is secure. For the type illustrated theridge should be parallel to the axis offlight.



(4) NoseCheck propeller and spinner for nicksand security. Ensure propeller bladesand spinner cover is secure. Whenengine is cold the propeller may beturned through to assist with pre-startlubrication. Always treat the propelleras live.Check condition and cleanliness oflanding light (on some models may beon left wing). Check condition and security of airfilter, air filter should be clear of anydust or other foreign matter. Visually check exhaust for signs ofwear, on first flight or is engine is coolcheck exhaust is secure.Check nose gear of operatinglinkages, security and state of shimmydamper, and oleo for proper extensionand damping.

Check cowl flaps for rigidity and operation. Check security of nuts and split pins, the state and inflation of tyre, and state ofwheel fairing.Open inspection cover, check oil level. Minimum oil 9 quarts (see oil system). Check oil cap secure through nose cowl opening.Before the first flight of the day and after each refueling, pull out fuel strainer tocheck the fuel sample. Check strainer drain closed. Check the security and condition of the engine cowling.

(5) Differences on the Left Side

Check all required items as describedon the right wing, and additionally: Check static vent clear and free of anyblockage (dual fitted).Remove the pitot tube cover, andcheck the pitot tube for cleanliness,security and clear opening passage.Check the fuel tank vent for securityand clear opening passage.



PERFORMANCE SPECIFICATIONS Performance figures given at MAUW and speeds in KIAS unless specified otherwise.Figures provided are averages and rounded to the safer side, they may notcorrespond to the exact figures for your particular model.

Structural Limitations

Gross weight (take-off and landing) 2500lbs - 3100lbs

Maximum landing weight 2500lbs -2950lbs

Standard empty weight 1620lbs-1880lbs

Max Baggage allowance in aftcompartment

120lbs

Flight load factor (flaps up) +3.8g – 1.52g

Flight load factor (flaps down) +3.5g – 0

Engine Specifications

Engine (Lycoming O-470 series) power 230 BHP at 2600 rpm

Oil capacity 12Qts maximum, 9Qts minimum,10 for normal operations*

*Engineers recommendation to operate on the low side of the minimum oilrequirements.

Fuel

Usable fuel Standard tanks 56 USG (225 litres)

Long range tanks 75 USG (300 litres)

Wet Wing 88 USG (300 litres)

Tyre Pressures

Main wheel tyre pressure 42 psi

Nose wheel tyre pressure 49 psi

Maximum Speeds

Never Exceed Speed, (Vne) 167kts (193mph) (top red line)

Maximum structural cruise speed(Vno)*

140kts (160mph) (top of green arc)

Maximum demonstrated crosswind component** 15kts

Maximum maneuvering speed (Va) 111kts (128mph)

*May not be exceeded unless in smooth air conditions **May not apply to early models



An example of a navigation worksheet is shown below.

FM TO Alt Temp W/V IAS TAS Trk T V Trk M G/S Dist EET

TOTALS

Note: a flight log will only contain the information needed in flight, typicallymagnetic track, distance, elapsed time, wind velocity and altitude.

Cruise Performance

The next step in ground planning after completion of the navigation log ordetermination of the flight time, is to calculate the fuel required. How much loadyou can carry is dependent on the required fuel.

On the following page you will find example of CRUISE PERFORMANCE table from aC182 POH (Figure 5-4). The table is a sample only and should be not used for flightplaning.

For the flight we will use an outside temperature of 20ºC above standardtemperature, or -1 degrees Celsius at 7500ft. At 65% power setting, using2300rpm and 21” manifold pressure, for this particular model of C182, we obtain135kts (156mph) and a fuel consumption of 12.2 gallons per hour.

Using the conversion factors given in the beginning of this manual 1USG =3.785Lt, we will in theory achieve 46 litres per hour fuel consumption. This figure ishowever in ideal conditions with the engine and airframe producing exactly theperformance it achieved during testing.

To allow for power variations in climb and provide a more conservative approach a“block“ figure of 55 litres per hour and 125kts may be used for planning purposes.Using this figure for a 1.5 hour of flight we will require 82.5 litres of fuel.


training manual by oleg roud and danielle...

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